Unless they can price it below $40k as the competition currently is rather “high-brow” expensive (Porsche, Volvo, BMW, Tesla). The removal of the CHAdeMO port indicates that Mitsubishi has done some serious cost-cutting.

Its still a lot more spacious than the, lets face it, effectively 4 seater Volt and without any usable long distance CCS for the Bolt, there might still be a huge market for the Outlander. If you had 3 children, the need for over 100 miles of range and less than 70k to spend on the car, its still pretty much perfect.

I am still interested and will test drive one. My I3 lease is up in December which gives plenty of time for the newness to die down (it wont last long with fuel prices so low) If its priced right and the wife likes it ( she tolerated the Leaf but barely and despises my i3) I think the main unkown is its driving character, it needs at least decent pickup.

It’s true the savings aren’t nearly as great, but a 80% boost in 20 mins>3.5 hours.

However, L3 for the Outlander PHEV isn’t just good for the owner, but for the rest of the world.

When a Outlander PHEV, Chevy Volt, Ford Fusion Energi, LEAF (with no DCFC option), etc. decide they want to stop and use public stations that have both DC charging and L2 options (which many fast dc spot also offer), they clog up the EV space up to 10x longer then they need too.

The cost of an L3 connection on an EV is a fraction of the L2 cost (it externalizes it), so the savings are negligible to the end user in the wider picture. Fast DC (~20 kW+) is bringing costs down for L3.

If Mitsu drops 100k of these 3.3kW Outlander PHEVs on the US, like GM has already dropped Voltecs (and GM looks to drop 200k more)…then that is a huge/unncessary stress on the public charging infrastructure system – L3 or L2.

If we had to do it all over again, the DCFC system should have been standard by default on all EVs (regardless if that be CHAdeMO or CCS).

It is not uncommon. Just as I personal story, when I stay in Florida (~1.5 months or so of the year) there is a DCFC/L2 station in an area I frequent that two Volts are at quite frequently (the spot is great/in a high traffic area, so it is probably as much about the spot as the charge in this case). Now, I’m not saying any EV isn’t welcome to public charging (pay or free) if the station is equipped to service a particular standard, all are welcome to use it who can.

But it’s 4 hours a pop in the Volt to fully charge up (4.5 hours on the new 2016 Volt despite the 3.3 to 3.6 upgrade due to usage sizing), and that is if they stay for exactly for the amount of time required – which is an unreasonable expectation…a normal visit is more like 5-6 hours depending on what the owner is doing.
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I guess in the same token you can transfer the same annoyance of EVs (mostly PHEVs at this point) still being equipped at 3.3/3.6 kW by the OEM when used with standalone L2 stations. In this case, they are taking at least 2x the time of the industry standard at 6.6-7.2 kW just for the OEM to save a few bucks on the added cost of the on board equipment…and would anyone really be that annoyed to find 6.6kW+ on their new EV purchase? Or to find out the cost was $200 more as a result? (that is $3/month inside a lease)
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Just our opinion, but DCFC ports should be default on all cars. It is just the right thing to do for any automaker who wants to be taken seriously when they talk about advancing/strengthening the charging infrastructure. And the push for L2/less expensive public stations today should not be L2 AC/J1172 at all, but “fast DC”…keep the L2 EVSEs for home use.

The fast DC 20 kW+ aren’t nearly as expensive to purchase (~6k on co-op and falling, 3k for residential/non interconnected applications internationally) or to install as quick chargers (50 kW+), but the maximum utility/usage rate of the stations as the EV population grows is up to 8 times as great…and it also precludes anyone from using the station who is using base 3.3 kW, or even 6.6 kW.

If I’m in need of a charge, and I’m rolling my i3 into a DC fast station – even if it is currently in use, I know the odds that it will be free within a few minutes is really high…and I know I’m not going to run into a 2011 LEAF or Chevy Volt ‘making a day’ out of it.

Any DCFC station is rendered useless when a L2 is within reach of the designated spot when a 3.3 kW driver wants to use that machine frequently (either for a charge or a parking space). Any L2 spot’s value to public consumption is halved when a Volt/older LEAF/Outlander PHEV, etc sits in it.

What kind of a nightmare is it for public charging if BEVs like the Chevy Bolt (60 kWh) or other future long range PHEVs/high kWh vehicles are sold with DCFC not standard? The ability to serve volume vehicles (and in a timely fashion) is the issue with L2 stations going forward as more cars, with larger batteries want to use them (and there will only be more EVs on the roads every month).

hella good point I’ve never taken into account – can’t disagree about L2 simply Not being offered at QC points, as it is pretty hard to figger why anyone would Bother with L2.. MHuninformedO regarding the latter, of course.

It really isn’t anyone’s fault for what has happened with L2/DCFC standards/variance, EVs just sort of exploded onto the scene and no one sat down and took any time to think about charging standards or the infrastructure at first.

That being said, time has passed now, the hardware is a fraction of the cost it was ~5 years ago and “strong charging infrastructure” is a talking point of just about every OEM.

IMO, there should be a dis-incentive to have anything under 6.6 kW L2 charging on a car/EVSE now…not the other way around. And a deeper incentive for high power/DCFC abilities.

I was thinking about it, several really lousy things happened. 1; When SAE adopted J-1772 they should have just adopted CHAdeMO as well, now we have 3 different QC standards and this dilutes the installed infrastructure we have. (If I could change it now it would all be Tesla SC) 2. Someone needs to oversee where QCs are located, many areas have more than enough and others none. Tesla again did a pretty good job of this but everything else is a madhouse. 3; I absolutely agree, all pure EVs should come with QC capability, PHEVs not so much since they have a range extender. 4; All DCQCs should have at least 2 parking spaces for times when people abandon their cars for a couple of hours, meanwhile no one else can charge. L2 is nice to make newbies feel safer but DCQC is far more useful, in my opinion L2 and L1 are for home and maybe work but not much else.

Is there a huge large SUV demand in New York City that I don’t know about?

I don’t understand their plans at all. If there were ever a cliche SUV owner, it would be suburban Californian families. Combined with the California leadership in plug-in sales, wouldn’t you think they would start there first?

Nevermind. I think I mis-read the story and title to mean something it didn’t. I think it will appear in a car show in New York first, but that doesn’t have anything to do with where sales will start in August. My mistake. Please ignore my previous post.

No matter when it arrives it’s a pricing point deal. With gasoline in the US so very cheap, I can drive my old gas guzzler until the used Outlander PHEV market arrives.
Afterall, most don’t (want to) think about the $10-20 per DAY a new vehicle depreciates.

I got my 2015 Volt for 17,700 + DH and WITHOUT the tax credit! I don’t qualify for the tax credit but lol what does it matter? I got 250+ mpg and haven’t filled up yet (3 months in sub zero temps) It pays for itself since my landlord includes electricity and got the approval from him to install a level II. Plus Minneapolis for example has free charging stations! My idiot roomate bought a 40K Rapter because GAS IS CHEEEEEEAPPPPPP DURKA DOOOOOO THEY TOOK RRRR JOBBBBZ

I feel most Americans, like jeff above here, doesn’t really understand what this is. In my opinion its like someone who has never used an iPad bitching about Mac OS 9 or something.